Indonesian Railway Preservation Society

FO CC200

Filed under: IRPS — admin @ 13:53

This section is a copy of the article in Diesel Railway Traction, April 1954

CC200 Locomotives for Indonesia

American design capable of alteration from triple-bogie to twin-bogie type

THE stringent weight limitations on the main line locomotives – steam and diesel – of the Indonesian State Railways have been a feature of post-war orders, and in the new 1,200 h.p. diesel-electric locomotives have led to an unusual wheel arrangement and to a simple modification which can be put into effect whenever track and bridges may be strengthened. The 27 locomotives recently shipped by General Electric (America) have the Co-B-Co wheel arrangement, whereby a 96-ton locomotive has a maximum axle load of 12 tons; but the body and underframe have been made strong enough to enable the centre bogie to be withdrawn when track and underline structure conditions improve, so that a Co-Co locomotive of about 92 tons weight and 15½ tons maximum axle load will then result.

In their general lines and characteristics these locomotives follow closely the maker’s standard practice adapted to the 3 ft. 6 in. gauge. The wheels are 35.6 in. dia., each three-axle truck has a wheelbase of 7 ft. 6 in. Pivot centres of the outer six-wheels trucks are pitched at 31 ft. 4 in., and total wheelbase is 43 ft. 2 in. Overall height is 12 ft. and maximum width 8 ft. 8½ in. Minimum curve which the locomotive will traverse at slow speed is 460 ft. radius, and top speed is 62 m.p.h. Starting tractive effort at 30 per cent adhesion is 47,500 lb. and the continuous effort is 28,600 lb. at 17 m.p.h. Fuel capacity is 420 gal.

Fabricated rolled steel sheets, plates and shapes make up the underframe and superstructure. Roof and sides of the driving cabs are insulated with a flameproof material. Bogie frames are fabricated from plates and shapes by electric welding and have lubricated centre plates equipped with hard steel liners. The trucks themselves are of the fully-equalised swing bolster types, with wheels having separate tyres. Hard steel thrust wearing faces are fitted to the roller-bearing axleboxes. Straight air brakes are applied to the locomotive with vacuum equipment for the train, and operate also in conjunction with dead-man control. A three-cylinder combined compressor-exhauster set has two of its cylinders acting as an exhauster and the third as compressor.

An Alco 12-cylinder V engine provides the power and is set to give a main generator input of 1,200 b.h.p. from the 9 in. by 10½ in. cylinders when running at 1,000 r.p.m. This engine and its generator are supported on a common base resiliently mounted on the locomotive underframe. The radiator banks are mounted on the sides at one end of the engine room; they are cooled by a two-speed electrically-driven fan, and the equipment is designed to keep the engine cool at ambient temperatures of 90 deg F. and at an altitude of 1,500 ft.

The electrical equipment is characterised by a main generator having three gear-driven auxiliaries, viz., an amplidyne exciter for excitation of the main generator fields; a constant voltage auxiliary generator to provide battery charging, lighting and control power at constant potential over the full operating range of engine speed; and a variable-voltage auxiliary generator to provide for the traction motor blower and radiator fan. The storage battery is a 32-cell lead-acid unit. There are six force-ventilated nose-suspended motors. There is one traction-motor blower group for each truck and the air is taken from inside the cab above the platforms. The reverser and line contactors are operated electro-pneumatically; all other contactors and relays are electro-magnetic. The traction motors are connected in two-series-three-parallel and six-parallel groups.